Railroad-switch



(No Model.) I` 4 sheets-sheet 1.

J. M. KINGADE.

RAILRAD SWITCH.

N0. 41'7,427. Patented Dec. 17, 1889.

L Pneus. Phawuxwgmpher. wamngm. n. c,

' (No Model.) v 4 Sheets-Sheet 2.

J. M. KINCADE.

RAILROAD SWITCH.

No. 41.7,'427. Pat nted Deo. 17, 1889.

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ATTORNEYS.

N. FETEHS, PhnwLlbugmpher, Waihinglon, D. CA

4(No Model.) 4 sheets-sheet 3. J. M. KINCAD'E. RALROAD SWITCH.

/lv vmol? W. ATTORNEYS Patented Deo. 17, 1889.

UNITED STATES ATENT FFICE.

JOHNlNJI. KINOADE, OF XVESTILLE, OHIO.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 417,427, dated December 1'7, 18x89.

Application iiled September 19, 1888. Serial No. 285,789. (No model.) A

To all whom, it' may concern.:

Be it known that I, JOHN M. KINCADE, of Westville, in the county of Champaign and State of Ohio, have invented a new and Im- 5 proved Railroad-Switch, of which the following is a full, clear, and exact description.

My invention relates to an improvement in railway-switches, and has for its object to provide an automatic attachment-adapted for 1o use in connection with any switch, of durable and simple construction and effective in operation; and a further object of the invention is to provide a means whereby the switch may be operated from the train while in motion A15 or from the vicinity of the-track, as may be found desirable.

The invention consists in the construction and combination of the several parts, as will be hereinafter fully set forth, and pointed out zo in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar figures of reference indicate corresponding parts in all the views.

2 5 IFigure 1 is a plan view' of the attachment, illustrating the siding as open. Fig. 2 is an end View illustrating the mode i'l operating the switch from the train.V Fig. 3 is a plan view ,partlyin section, illustrating the siding 3o as closed and the main track open. Fig. 4 is a side elevation. Fig. 5 isa section on line Qc x of Fig. 3. Fig. 6 is a detail sectional view of `the device for operating the switch by hand, taken on line c v of Fig. 3. Fig. 7 is 35 a section on line z e'of Fig. 3,. FigS is aseotion on line y y of Fig. 3, and Figs. 9 and 10 illustrate theapplication of the automatic tripping device, respectively, to an engine and car.

4c In'carrying out the inventionthe main track 10 is provided with a siding 11 and switchrails 12,pivoted at the break in the main and side tracks, as best illustrated in Figs. 1 and 3. Parallel with the main track a shaft 13 is 45 journaled in spaced standards 14, which standards preferably consist of two members-namely, a vertical member and a horizontal member. The vertical member is ordinarily provided with a longitudinal slot,

5o and at the extremity of the horizontal member two spaced vertical posts 15 are attached or formed integral. Upon the shaft 13 collars 16 are produced, arranged in pairs at' Vsuitable distances apart, and between the collars of each pair a crank-arm is formed, the said crank-arms, which are preferably three in number, being designated as 17, 18, and 19. The extremities of the shaft 13 are journaled in metal boxes 20, having a suitable hinged lid 21, and upon the end of the shaft projecting in said boxes a beveled pinion 22 is keyed or otherwise secured. Transversely within the boxes a short shaft 23 is 13, and a bevel gear-wheel 24 is secured upon the short shaft within the boxes, meshing with the bevel-pinion 22. Each end of the transverse shafts projects through the boxes, one end being preferably made polygonal for the reception of a crank orsimilar device, and upon the projecting end contiguous to the track an angled signal or trip post 25 is rigidly attached.

The arms of the post 25 may be two or more in number, preferably two, and colored as desired. The said arms may also be provided with any approved device for retaining in connection therewith a lantern or other equivalent night-signal.

A bumper 26 is located at or near each end of the boxes 20. between said boxes and the track, attached to the ground or other convenient horizontal support, the purpose of the bumpers being to receive the arms of the posts when brought to a horizontal position, forming a cushion therefor and limiting the downward movement of the arms, as best illustrated in Figs, 1, 3, and 4.

The crank-arms 17, 1S, and 19 are so arranged upon the line-sl1aft 13 that the crankarmlS will be at an angle of ninety degrees with respect to the crank-arms 17 and 19, which project in the same direction.v

To the crank-arm 18 one end of the switchoperating lever 27 is attached, the attachment being effected in any approved or well-known manner. The outer end of the said lever 27 is bifurcated, and in the said bifurcated end the vertical member of a stirrup 28 ispivoted, the horizontal member of which stirrup is passed under the main and side tracks 10 and 11, and to the upper surface of the said journaled at a right angle to the line-shaft ICO horizontal member the switch-points 29 of the switch-rails l are rigidly secured. A slot or opening 29 is made in the traclesupport 30 transversely of and beneath the tracks to accommodate the horizontal member of the stirrup Q8, which stirrup, together with the lever 27, I will, for convenience, designate a draw-lever. 'lo each of the crankarms 17 and 19 of the line-shaft 13 one. en'd of a bar 3l is secured in similar manner to the lever 27. The outer ends of the said bars 3l are projected downward at a right angle to the body within a shoe 32, and a pin or pintle 33 is passed through the said shoe and through an aperture in the projection of the bar, the said pin or pintle being surrounded by a spring 34, bearing against the outer side of the projecting end of the bar and against the contiguous face of the shoe, as best illustrated in Figs. 1, 3, and S. The bars 31 and their springs 34 serve to hold the shaft 13 in the position into which it is moved, whereby the switch-rails and trip-post will be held in the position to which they are moved bythe said shaft.

The line-shaft 1.3 is journaled at each side of the center in a vertical frame 35, and through the upper end of the said frame the threaded shank of a hand-wheel 3b' is projected, which hand-wheel is secured to or made to bear upon the hinged extremities of two lock-bars 37 and 3S, which lock-bars pass, respectively, through slots 39, formed in opposite sides of the frame 35, as best illustrated in Fig. 3, and the said lock-bars are also pivoted in the said frame 35, and the hinged connection is so located as to be preferably in vertical align ment with the center of the frame.

At each side ot' the slot or opening 2U, produced in the bed of the rails,a second parallel opening 40 is produced, and in each opening a spring treadle or bar 4l is held transversely of the track and switch in contact with the under face of the same. The inner ends of the spring treadles or bars are pivoted to upwardly and rearwardly curved and pivoted arms 42, which are pivoted to the post 15. The arms 4i pass over and engage the line-shaft and are pivoted to or connected with the outer ends of the latch-bars 37 and 38 by universal joints, as best illustrated in Figs. l, 3, and 7. The arms 42 of the spring treadles or bars extend across the shaft and hook over the same, being provided to that end, as illustrated, with a recess 43, the shaft at that point being made rectangular in crosssection, as bestillustratedin Fig. 7. The said arms maybe provided with teeth to lock in the recess produced in the shaft, as may be found desirable.

The outer ends of the spring' treadles or bars 41 are supported by and made to rest upon springs 44, as best shown in Figs. 4 and 7, and boxes 45 may be provided, if found desirable, to receive the said spri n g-supported ends.

A stirrup-rail 46 is preferably placed upon the outside of each main switch-rail; but one stirrup-rail for the main track and one for the switch may be used, if desired. rlhe stirrup-rails are made from one foot to about iifteen feet in length, being attached to or supported upon the said spring treadle or bar, as best illustrated in Figs. l. and The stirrup-rails are made high in the center, so that they may be readily engaged by the wheels of the passing engine and cars, so that the treadles 41 will be depressed and the arms 42 tilted to disengage them from the shaft 13 to permit the same to turn to operate the switch.

The switch is automatically operated through the medium of a trip-bar 47, adapted for attachment to the forward end of the locomotive and the rear end of the last ear. The said trip-bar consists of a body 48, secured to the engine or car and provided with aligning ears or lugs 4!) at each end, as best shown in Figs. 9 and 10. The outerset of ears serve as guides for the bar proper', which is pivoted in the inner set of ears and adapted to extend outward from the car or engine when in use to an engagement with the arms of the trip-post 25, as best shown in Figs. 2 and 9. Then not in use, the bar is folded down upon the body, the free end passing between the other set of ears, which are apertured and held parallel with the car bctween the sides, as best shown in Fig. 10, through the medium of a pin 50, passed through the said ears and either outside of or through the bar.

ln operation, if a train be on the main track and going in the direction of the arrow a, Fig. 1,and wishes to pass onto the siding, the tripbar 47 upon the locomotive is thrown out, so that when the train arrives at and depresscs the stirrup-rails 46 at the side of the main track, and thereby tilts the arms 42 through the medium of the spring-treadle 4l and releases the shaft 13, the trip-post 25 will be struck by the trip-bar 47, and through the medium of the shaft 23 and bevel gear-wheels 24 and 22 the shaft 13 will be turned and the switch-rails 1 be moved by means of the drawlever 27 2S to the position shown in Fig. 3, and the train will pass onto the siding. As soon as the switch has been operated the tripbar 47 on the locomotive is folded in and the trip-bar on the rear car of the train is thrown out, so that as the train continues to move along the trip-arm 47 will strike the trip-post 25 at the other side, and through the medium of the shaft 23 and the gear-wheels 24 and 22 the shaft will be turned in the opposite direction to that in which it was turned when operated by the first trip-post, so that the switch-rails 12 will be moved by means of the draw-lever 27 28 and returned to their normal position. (Shown in Fig. l.)

It is obvious that by means of the construction above set forth a train maybe automatically switched while moving at a rapid speed IOO IOS

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without the slightest danger of an accident resulting from the switch-points not engaging properly with the rails, and that the cost of managing a road is also reduced, inasmuch as a less number of attendants will be required.

If the road becomes blocked by snow and ice and it is desired to operate the switch by hand from this or any other cause, the handwheel 36 is screwed down upon the hinged ends of the bars 37 and 38,' so as to raise their outer ends, and thereby raise the arms 4t2 out of engagement. with the shaft I3, when the said shaft can be. operated to move the switchrails either by the trip-posts or by applying a crank to the rear end of one of the shafts 23.

I desire it to be understood that, while specific construction has been described and shown, other equivalent construction may be employed without departing from the spirit of my invention.

Upon the upper face of the frame a post v51 is secured, and to said -post a chain 52 is attached, which chain is provided with ahook adapted to be passed between the spokes of the. Wheel and locked with the ordinary switch-lock, whereby the bars 37 and 3S may be held and locked out of engagement with the shaft 13. 1

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. In a railway-switch, the colnbination, with main and side tracks and-a switch pivoted between the tracks, of a crank-shaft, a connection between the crank-shaft and the switch-rails, a trip-post connected with and operating the crank-shaft, and arms for locking the crank-shaft, said arms and trip-post being operated by a passing train, substantially as described.

2. In a railway-switch, the combination, withl main and side tracks and pivoted switchrails, of a crank-shaft, a' connection between the crank-shaft and switch-rails, a transverse shaft arranged at right angles to the crankshaft and operating the said shaft, atrip-post secured to the end of the transverse shaft, and a pivoted arm engaging the crank-shaft, the said arm and trip-post being operated by a passing train, substantially as herein shown and described.

3. In a railway-switch, the combination, with a main and side tracks and pivoted switch-rails, of a crank-shaft, a draw-bar connected to the crank-shaft and switch-rails, a transverse shaft connected with and operating the crank-shaft, a trip-post on the transverse shaft, a pivoted bar engaging the crankshaft, and stirrup-rails connected with and operating the said pivoted bar, the said trippost being adapted to be operated by an arm on a passing train, substantially as herein shown and described. Y

4. In a railwayswitch, the combination, with a rock-shaft provided with crank-arms at the center and each side of the center and pivoted switch-rails, of a draw-bar attached to the central crank-arm of the shaft and vto the switch-rails, spring-actuated bars secured to the remaining crank-arms of the rock-shaft, an angled trip-post connected ata right angle with the rock-shaft, and a folding trip-bar adapted to engage the trip-post and attached to the engine or a car of a train, substantially as shown and described.

5. In a railway-switch, the combination, with a rock-shaft provided with crank-arms at the center and at each side of the center, pivoted switch-rails, and adraW-barattaehed to the central crank-arm of the shaft and to the switch-rails, of spring-actuated bars attached to the crank-arms at each side of the center of the rock-shaft, boxes receiving the ends of the rock-shaft, a transverse shaft, also journaled in said boxes at right angles to the rock shaft, geared to the same, an angled trip-post attached to the outer end of the transverse shaft, and m ean s, substantially vas shown and described, for actuating the said trip-post, as and for the purpose specified. y

6. In a railwayswitch, the combination, with a rock-shaft provided with crank-arms at the center and at each side of the center, pivoted switch-rails, and a draw-bar attached to the central crank-arm of the shaft and to the switch-rails, of spring-actuated bars attached to the crank-arms at each side of the center of the rock-shaft, boxes receiving the ends of the rock-shaft, transverse shafts, also j ournaled in said boxesat right angles to the lrock-shaft, geared to the same, angled tripposts attached to the outer end of the transverse shafts, bumpersv located near the ends `of the said boxes, adapted to support the arms of the trip-posts, and folding trip-barsl attached to the engine and a car of'a train and 'adapted to engage the said trip-posts, substantially as shown and described.

7. In a railway-switch, the combination, with a crank-shaft and pivoted switch-rails, of a draw-bar secured to the crank-shaft and switch-rails, spring-treadles arranged -under the track, and arms engaging the crank-shaft and operated by the spring-treadles, substantially as described.

S. In a railway-switch, the combination, with a crank-shaft, pivoted switch-rails, and

'a draw-bar connected to the crank-shaft land switch-rails, of spring-treadles under' the track and operated bya passing train and pivoted and notched arms connected to the treadles and engaging the crank-shaft, substantially as described.

9. In a railway-switch, the combination, with a crank-shaft, pivoted switch-rails, and a draw-bar connected to the crank-shaft and switch-rails, of spring-actuated bars attached to the crank-shaft at each side of the drawbar, spring-treadles under the track, arms connected to the treadles and engaging the crank-shaft, transverse shafts connected with and operating the crank-shaft, and angled TOO IIO

trip-posts on the transverse shafts, substantially as herein shown and described.

10. In a railway-switch, the combination, with a crank-shaft provided with gear-wheels at its ends, pivotcd switch-rails, a draw-bar connected to the crank-shaft and switch-rails, and spring-actuated bars attached to the crank-shaft at each side of the draw-bar, of transverse shafts provided with gear-wheels meshing with thc gear-wheels of the crankshaft, angled trip-posts on the ends of the transverse shafts, spring-treadles arranged under thc track and operated by a passing train, and pivoted arms connected to the treadles and engaging the crank-shaft to lock the same, substantially as herein shown and described.

11. In a railway-switch, thc combination, With pivoted switch-rails and a crank-shaft for operating the rails, of spring-treadles arranged under the track and operated by a passing train, pivoted arms connected to the treadles and engaging the crank-shaft, pivoted and hinged bars engaging the ends of the pivoted arms, and means for depressing the hinged ends of the said bars, substantially as herein shown and described.

12. In a railway-switch, the combination, with a crank-shaft, pivoted switch-rails, a,

draw-bar connecting the crank-shaft and switch-rails, and spring-actuated bars attached to the crank ateach side of the drawbar,1idded boxes receiving thc ends of the'4 crank-shaft, and a pinion on each end of the said shaft, of transverse shafts provided with pinions engaging the plnions of the crankshaft, angled posts on the transverse shafts, spring-treadles arranged under the track, pivoted arms connected to the trcadles and engaging the crank-shaft, stirrup-raiis resting upon thc spring-treadlcs, and means for locking the pivotcd arms out of engagement with the crank-shaft. substantially as herein shown and described.

13. The combination, with a pivoted switch, a rock-shaft, and a connection, substantially as shown and described, between the rockshaft and the switch-rails, of an angled trippost connected with the rock-shaft at a right angle thereto and a folding trip-bar attached to the engine or a car of a train engaging with the said tri p-post, snbstantiall y as shown and described.

Y VJOHN M. KIN( lADE.

Titnessesz D. E. lAYLoR, SIMEON TAYLOR. 

